Traction apparatus.



No. 718,762. PATENTED JAN. 20, 1903.

' N. HISS.

TRACTION APPARATUS.

APPLICATION FILED MAR. 22, 1902.

5 SHEETS-SHEET 1 K0 MODEL.

m: aims FLTERS co., PHOTO-LITHDH vmsnmcrau, c.

PATENIED JAN. 20, 1903.

N. HISS. TRACTION APPARATUS. APPLIOATION run an. 8, 1902.

5 SHEETS-SHEET 2.

1nd MODEL.

m: uomus mrrsns co, PHOTO-LITND wAsnmoycn. u. c,

PATENTED JAN. 20, 1903.

N. HISS. TRACTION APPARATUS.

APPLICATION FILED MAR. a, 1902.

5 SHEETSSHEET 3- 10 MODEL.

i anvmt oz $513 abbomen KWW 'No. 718,762. PATENTED JANQ20, 1903. N. mss.

TRACTION APPARATUS.

APPLIOATION FILED MAR. 81 1902. I

I0 MODEL. 5 SHEETS-SHEET 4.

No. 718,762. YPATENTED JAN. 20, 1903.

' N. mss.

TRACTION APPARATUS.

APPLICATION FILED MAR. 8, 1902.

A6 SHEETS-SHEET 5 no MODEL.

UNrren STATES "ATENT OFFICE.

NELSON HISS, OF NEW YORK, N. Y.

TRACTION APPARATUS.

SPEGIFIGATION forming part of Letters Patent No. 718,762, dated January 20, 1903.

Application filed March 8,1902. Serial No. 97,279. (No model.)

To all whom, it may concern:

Beit known that I, NELSONHISS, a citizen of the United States, residingin the city, county, and State of New York, have invented a certain new and useful Improvement in Traction Apparatus, of which the following is a specification.

My present improvement is applicable to all kinds of traction machinery, as to cranes, short-travel cable-railways, hoists, elevators, and the like.

Certain advantages inherent in this inven tion adapt it especially for use in elevators, and I therefore show and describe it herein so applied, although it is to be understood that I am not to be limited to any particular application of the broad idea of means hereinafter described.

The following are some of the advantageous features existing in my invention: It is possessed of great flexibility, being capable of embodiment in many various constructions according to the needs of any special case; it provides means whereby cables can be used for moving cars at high speed without an excessive speed in any part of the cable itself, yet without danger of excessive strain upon the cable or of any tie up in the same; the life of a cable used in accordance with my invention is much extended, as I am not obliged to use small sheaves, and there is perfect separation of the various-parts of the cable, thus avoiding wear.

My invention involves in its preferred form the use of means for producing tension and a consequent increase of useful driving friction, which means is so applied as to transmit its effect to both sides of the driving-pulley, thus decreasing the static frictional pull upon the driving-pulley in the case of hoists or elevators at rest.

One preferred form of my invention as applied to an elevator produces a static tension on one side of the driving-pulley of only onehalf of the unbalanced load. This is on the assumption of friction existing only at the driving-pulley.

In its preferred form my invention involves the use of a traction-weight which remains substantially stationary at all times, thus requiring no guideways whatever and no headroom. In the best elevator practice a number of parallel driving-cables are employed, and I prefer to employ a separate traction or tension weight for each of these, whereby their relative tensions may be at all times controlled. The term parallel as applied to groups of cables of this kind indicates simultaneous action and identity of function and is not intended to limit the structure to the use of cables which remain at all times geometrically parallel.

My invention may be easily and cheaply applied to any elevator already constructed and is particularly adapted to substitution for old drum machines. The entire apparatus-can be easily confined to the shaft, thus saving room, and the motor can be placed either at the bot-tom or the top of the elevator-shaft and may be of any desired character.

In elevator work and the like counterweights may be used, which may be attached directly to the carrier or may be separate therefrom and independent of the hoisting cable or cables.

My invention in its preferred form as applied to elevators is shown in several allied embodiments in the accompanying drawings, Wherein Figure 1 is a side view of an apparatus constructed in accordance with my invention, wherein the cage or car and the carrier are one. Fig. 2 shows in diagram a modification thereof, wherein the tension-weight producing traction is applied directly to the drivingpulley itself. Figs. 3, 4c, 5, and 6 are similar diagrams of further modifications. Fig. 7 is a diagonal View of that part of one form of my invention below the carrier, illustrating the means for independent control of tensions on several parallel driving-cables. Fig. 8 shows one means involving the use of a cage or car and a carrier as distinct elements; and Fig. 9 shows a modification of the arrangement shown in Fig. 8, wherein the two movable pulleys on the carrier are placed side by side, as in Figs. 5 and 6, and wherein multiple tension-Weights are indicated.

It is to be understood that any one of the various modifications of arrangement shown in Figs. 1 to 8 may be applied as desired to the form of my invention wherein distinct cage and carrier are used Without departing from my invention. It is also true that while the carrier or car-weight.

" room.

in most of the figures of drawings I have shown a single driving-cable a multiple cable may be applied in its place without departure from my invention.

In Fig. 1 the sides of an elevator-shaft and the level of three floors are indicated by dotted lines and the cage or car to be hoisted is shown at 1. In this case the car is the carrier called for in my claims, and on it are the two movable sheaves 2 and 3. I prefer to counterbalance, at least approximately, the weight of the cage 1, as by the weights 4:,hanging on the usual cable 5, attached to the cage and passing overa fixed pulley 6 on one side of said cage. The driving-cable 7 passes over the driving-pulley 8,which is operated by any form of motive device, as the electric motor 9. The means whereby the traction-pulley 8 is controlled when running or secured when standing still may be of any well-known type and needs no description here. The cable 7 is carried to the carrier or cage 1 on both sides of the pulley 8, and the means whereby these two sides are connected to said cage or carrier may be of many types without departing from my invention so long as the two sides of the cable exert opposite-moving tendencies on movement of the car, and when the car moves the cable is paid off to one side of said driving-pulley as fast as it is taken up from the other.

In Fig. 1 one side of the cable 7 is held stationary above the car, as by the anchorage 10. It passes thence down around sheave 2, whereby it supports the unbalanced part of From 2 the cable extends over a fixed pulley 11 and down to one side of the pulley S. The other side of the cable 7 is supported by the cage 1, passing over the sheave 3 and carrying on its end the tension-weight 12.

It will be seen that the effort of the weight 12 is transmitted equally to both sides of the pulley 8, thus balancing its tendency to move said pulley, while preserving its full influence for production of tractive friction. The only resistance besides friction which the pulley 8 has to overcome in this form of my device is one-half of the unbalanced load. The tension-weight is supported by the car, and it is evident that as the car rises or descends cable is paid 01f from it to the pulley 8 as fast as it is taken up, and thus the weight 12 is held stationary, requiring no guideway or head It is also found that by applying the tension device to a portion of the driving-cable,which remains itself always stationary, a lighter weight provides a given desired traction, starting and stopping produce no disturbance in tractive force exerted, and room is saved in doing away with means otherwise necessary for preventing swinging of the tension means.

Figs. 2 to 6 show modifications of various elements of my invention, and it is to be understood that any one modification of structure or arrangement shown in any of said figures may be used with suitable modifications shown in any other and that I am not limited to the specific groupings of modifications shown in said figures.

In Fig. 2 the Weight 12 is replaced by the anchorage 13, the tension-weight being supplied by the motor-frame 14, one side of which hangs in one bight of the cable 7, the other side being supported, as at 15. The feature of equal taking up and paying 0d of cable on movement of the car is present in this form, as in that shown in Fig. 1.

In Fig. 3 I have illustrated the substitution of two relatively small sheaves 16 and 17 in place of the single sheaves 2 and 3. The mode of operation is the same; but by this means the cable can be kept vertical in the shaft at all points without using sheaves of excessive size.

Fig. 3 further illustrates a modified mode of use of the tension-weight 12. It is here hung by a pulley 18 in a bight of the cable 7. This figure also illustrates the use of the driving-motor 9, applied to the pulley 11 at the top of the shaft instead of to 8 at the bottom. Indeed, other points of application of power to the cable, either on or off of the car or carrier 1,will occur to those skilled in this art.

In Fig. t is illustrated a form of apparatus wherein the speed of the driving-cable is greater in proportion to that of the car than in the other forms. This form illustrates the fact that the sheaves 2 and 3 may be separately supported and are not necessarily fixed to a common carrier. In this figure a supplemental cable 18 above the carrier is anchored at one end at 19, passes under a sheave 20 on the carrier, and has its free end attached to the sheave 2, while beneath the carrier is a like supplemental cable 21, anchored at 22, which passes over a sheave 23 on the carrier and has its free end attached to the sheave 3. It will be seen that here, too, when the car moves the paying off of cable from a sheave 2 or 3 to the driving-pulley 8 or 11, for instance, is accomplished at the same speed that it is taken up from the driving-pulley.

In Figs. 5 and 6 is illustrated the fact that the sheaves 2 and 3 or 16 and 17 when placed on a common carrier may both be on the same side thereoffor instance, on top, as shown. It is also clear from these figures that the two sheaves above named may form practically one as long as the parts of the cable are kept separate upon each. In Fig. 5 the sheaves 16 are toward the observer. As shown in Fig. 6, (showing Fig. 5 looking with the arrow A,) the sheaves 17 may be a part of and turn with sheaves 16, the two pairs lying side by side. Of course the same principle of construction is easily carried out with the single sheaves 2 and 3. Supposing the car or carrier l to be moving down, the small arrows along the cable 7 indicate the direction of movement of its various parts.

As indicated in Fig. 7, I prefer to use a number of parallel driving-cables 7 7", pass- ICC ing over appropriately-grooved pulleys and sheaves and each provided with its owntension-weight 12 12 This gives greater flexibility for a given weight lifted, increases safety, and insures equal distribution of tension on the various parallel cables where desired.

In many cases I prefer to apply one or the other arrangement above described to the type of apparatus shown in Fig. 8, wherein the carrier 24 is used separate from but operatively connected to the car 1.

While not essential, I prefer to employ a separate counterweight4 to balance the deadweight of the car 1; but it is to be understood that, if desired, the carrier 24 may be charged with this counterweight without departing from my invention.

In any event I prefer to use a tensionweight 12 and to employ counterweights 25 in the carrier 24 which should be suflicient to more than counterbalance the maximum unbalanced load in the car 1. The carrier 24 is connected by a cable 26, passing over the pulleys 27 to the car 1.

The use of a separate carrier 24 in combination with my improved construction for the double purpose of immediately acting upon the car 1 and of supporting all or a part of the counterweight for said car has at least one important advantage. Should the driving-cable 7 or any part associated with it break or fail, the operative connection of the carrier and its weights to the car remains undisturbed. This is of course not the case in those forms of drum-and-cable hoist wherein the driving-cable is attached to the car at one end and to the counterweight at the other while passing over the driving-drum between the two. It will be seen that by this arrangement gravity tends at all times to lower the carrier 24 and raise the car. The driving-cable 7 raises the car by lowering the carrier, and vice versa.

As shown in Fig. 9, the use of a carrier separately from the car is entirely consistent with the construction of the movable pulleys side by side and either integral or separate, as also shown in Fig. 6. These are shown at 2 and 3 on top of the carrier 24 instead of one on top and one below, as in Fig. 8. Fig. 9 also indicates use of separate tensionweights on individual parallel driving-cables, as may be seen at 12 and 12".

My invention is not limited to the use of a driving-cable passing over pulleys or sheaves on the carrier, but covers any mode of opera tive relation between the two in the combination claimed.

Many obvious changes may be made in my apparatus without departing from the spirit of my invention, and I do not wish to be un-. derstood as limiting myself to what is herein shown and described to any greater extent than is indicated by the language of my respective claims.

What I claim is 1. In a traction apparatus, a carrier, two sets of movable sheaves, operative connections between the blocks of both of said sets of sheaves and said carrier, a driving-drum, parallel driving-cables having stationary end portions one of which is anchored, said cables passing over said driving-drum and formed in two sets of parallel bights embracing respectively said two movable sheaves and a separate stationary tension device applied to the second stationary end portion of each of said cables for exerting a substantially constant equal tension on all of them independent in amount of the elasticity or stretch of said cables.

2. In traction apparatus, a carrier, parallel driving-cables having two stationary end portions and formed in two sets of parallel bights, means for fixing one end thereof on one side of said carrier, movable sheaves on the carrier in one bight of said cables, movable sheaves also on the carrier in a second bight of said cables, a common driving means for said cables and a separate stationary tension device applied to the second stationary end portion of each of said cables for exerting a substantially constant equal tension on all of them independent in amount of the elasticity or stretch of said cables.

3. In traction apparatus, a carrier, a sheave having two parts turning together carried by said carrier and two outside pulleys one on each side of said carrier; in combination with a driving-cable fixed at one side of said carrier, extending thence in one direction around one of the parts of the carrier-sheave, thence around said outside pulleys and over the other part of said carrier-sheave and means at the second extremity of said cable tending to hold it taut.

4. In an elevator, a carrier, two sheaves on top of said carrier, a driving-cable supporting one of said sheaves and supported by the other sheave, means for fixing said cable above the carrier, means for driving said cable and means at one extremity of said cable tending to hold it taut.

5. In traction apparatus, a carrier, a series of parallel driving-cables fixed at one side of said carrier, movable sheaves permanently connected to said carrier over which said cables pass and a separate stationary tensionweight applied to a stationary portion of each cable to hold it taut.

6. In an elevator, a carrier, an outside stationary pulley above said carrier, a like pulley beneath said carrier, parallel driving-cables passing over said pulleys and fixed above said carrier, one end of each of said cables being arranged to tend to support said carrier and the other end of each being supported by said carrier and separate tensionweights supported by the ends of said cables tending to pull the same taut.

7. In an elevator, a car, an operating-car rier therefor mechanicallyconnected thereto, counterweights in said carrier, a fixed pulley above and a fixed pulley below said carrier, I a driving-cable independent of the mechan- I icalconnection between said car and carrier parallel driving cables passing over said drum and carried on both sides of the same to said carrier, a separate tension device on each driving-cable acting on said carrier and means whereby the effort of each of said tension devices is transmitted with substantial equality to both sides of said driving-drum.

NELSON IIISS.

passing around both of said pulleys, said cable tending to support said carrier at one end and having its other end supported by said carrier, means tending to keep said cable taut and means for imparting motion to one of said pulleys.

8. In an elevator, a traction driving-drum,

Witnesses:

CHAS. F. HALSTED, HAROLD S. MACKAYE. 

